Electromagnetic dual-clutch transmission wheel vehicle rear axle assembly

Abstract

This invention discloses an electromagnetic dual-clutch transmission rear axle assembly for wheeled vehicles, featuring a differential with a driven gear. A drive gear, a large gear, and a small gear are coaxially arranged side-by-side on an axially fixed drive shaft. The drive gear meshes with the driven gear. The large and small gears are connected to a motor via an electromagnetic clutch transmission mechanism. Two electromagnetic coils are arranged side-by-side on a fixed ring. An armature is fixed to the outer side of each opposite end of the fixed ring. The clutch outer core is axially fixed to the fixed ring. A fast-gear clutch assembly and a slow-gear clutch assembly are arranged circumferentially side-by-side within the clutch outer core. An inner shifting structure acts on the fast-gear and slow-gear clutch assemblies respectively within the clutch outer core. A fast and slow gear transmission group, connected to the drive shaft, is located within the clutch outer core to achieve fast and slow gear switching. The electromagnetic force of the two electromagnetic coils causes the clutch outer core to slide axially, causing the fast and slow gear clutch assemblies to engage and disengage in a staggered manner.

Description

Technical Field

[0001] This invention relates to a wheeled motor vehicle, and more particularly to an electromagnetic dual-clutch transmission wheeled rear axle assembly for a wheeled vehicle. Background Technology

[0002] Wheeled vehicles are classified into two-wheeled, three-wheeled, and four-wheeled vehicles according to the number of wheels. Rear-wheeled and four-wheeled vehicles typically require a rear axle assembly to provide rear-wheel drive. To adapt to different operating conditions during driving, a dual-clutch transmission is usually installed within the rear wheel assembly. Traditional dual-clutch transmissions generally use hydraulic oil as the working medium. The drive components of this hydraulic dual-clutch transmission rely primarily on a complex hydraulic system to control the clutches and perform gear shifting. The hydraulic system includes multiple components such as hydraulic pumps, hydraulic valves, and oil pipes. These components not only occupy considerable space but also increase the system's complexity and maintenance costs.

[0003] Chinese patent document (publication number: CN 216382431U) discloses a two-speed automatic transmission shaft, a power unit, and an electric vehicle based on an electromagnetic clutch. The transmission shaft includes a low-speed driven gear and a high-speed driven gear rotatably mounted on the output shaft. A bidirectional helical overrunning clutch structure is formed between the low-speed driven gear and the output shaft. A synchronizer is also provided between the high-speed driven gear and the output shaft, and the synchronizer is axially movable on the output shaft through a splined connection. The synchronizer is also connected to an electromagnetic clutch, which is used for the engagement and disengagement control of the synchronizer and the high-speed driven gear. The power unit includes the aforementioned two-speed transmission shaft and a differential assembly. The electric vehicle has the aforementioned power unit. The beneficial effects of this invention are that the transmission shaft forms three gears—high-speed forward rotation and low-speed reverse rotation—through the combination of the electromagnetic clutch and the bidirectional overrunning clutch, making gear shifting convenient and reducing operating noise. The power unit has the same excellent characteristics as the aforementioned transmission shaft; the electric vehicle has an electronic parking function to prevent slippage.

[0004] The corresponding structural design in this power box is unreasonable, and the overall structure is not compact, resulting in a relatively large overall size and weight of the power box, inconvenient installation, and increased power consumption during vehicle operation. Summary of the Invention

[0005] The technical problem to be solved by the present invention is to provide an electromagnetic dual-clutch transmission rear axle assembly for wheeled vehicles, wherein the electromagnetic clutch transmission mechanism in the rear axle assembly has good structural compactness and occupies little space.

[0006] To solve the aforementioned technical problem, the present invention provides the following technical solution: an electromagnetic dual-clutch transmission rear axle assembly for a wheeled vehicle, comprising a motor and a differential. The differential is provided with a driven gear, and an axially fixed transmission shaft is provided with a driving gear, a large gear, and a small gear arranged in parallel and coaxially. The diameter of the large gear is larger than the diameter of the small gear. The driving gear meshes with the driven gear. The large gear and the small gear are connected to the motor in a staggered transmission manner through an electromagnetic clutch transmission mechanism. The electromagnetic clutch transmission mechanism is characterized in that it includes an axially movable fixed ring, on which two electromagnetic coils are arranged in parallel, and an armature is fixedly disposed on the outer side of each of the opposite ends of the fixed ring in the axial direction.

[0007] The cylindrical clutch outer core is axially fixed to the fixed ring, and the clutch outer core is circumferentially fixed and axially slidingly connected to the motor shaft. Under the drive of the motor shaft, the clutch outer core can rotate relative to the fixed ring. A fast-gear clutch assembly and a slow-gear clutch assembly are arranged side by side inside the clutch outer core. The clutch outer core is circumferentially connected to both the fast-gear clutch assembly and the slow-gear clutch assembly. An inner deflector structure is axially fixed inside the clutch outer core. Under the drive of the clutch outer core, the inner deflector structure is used to axially act on the fast-gear clutch assembly and the slow-gear clutch assembly respectively.

[0008] A fast gear shaft and a slow gear shaft are axially fixed inside the clutch outer core. The fast gear shaft and the slow gear shaft are circumferentially rotatable and are inserted together. A fast gear gear is provided on the fast gear shaft. The fast gear clutch assembly is circumferentially connected to the fast gear shaft clutch assembly. A slow gear gear is provided on the slow gear shaft. The slow gear clutch assembly is circumferentially connected to the slow gear shaft clutch assembly. Both the slow gear gear and the fast gear gear are located on the axially outer side of the clutch outer core. The diameter of the slow gear gear is smaller than the diameter of the fast gear gear. The slow gear gear meshes with the large gear gear, and the fast gear gear meshes with the small gear gear.

[0009] The fixed ring slides axially between the two armatures under the action of the electromagnetic force generated by the energization of the two electromagnetic coils, thereby realizing the staggered engagement and disengagement of the fast gear clutch assembly and the slow gear clutch assembly.

[0010] The clutch mentioned above should be understood in its usual sense, meaning that when the corresponding transmission components are separated, power transmission is interrupted; when the corresponding transmission components are engaged, power transmission is smoothly achieved. "The fast gear clutch assembly and the fast gear shaft clutch circumferential transmission connection" means that when the fast gear clutch assembly is engaged, power transmission is possible; when the fast gear clutch assembly is disengaged, power transmission is interrupted. "The slow gear clutch assembly and the slow gear shaft clutch transmission connection" has the same meaning as described above.

[0011] Whether the two electromagnetic coils are energized is directly controlled by the vehicle's controller. This can be done manually by sending commands to the controller via the gear shift button, or by sensors based on the vehicle's driving conditions. A slow, high-torque driving mode is selected when starting, climbing hills, or under heavy loads; a fast driving mode is selected when the vehicle is traveling on flat roads or unloaded. When the electromagnetic coils are energized, they generate a magnetic field, creating a strong magnetic force between adjacent coils and the armature. Under this force, the retaining ring moves towards the corresponding armature, engaging the clutch components and transmitting power between the transmission mechanisms. When neither electromagnetic coil is energized, neither clutch component can achieve the required engagement. The axial distance between the two electromagnetic coils is typically in the centimeter range, while the distance between the retaining ring and the armature is typically in the millimeter range when neither coil is energized.

[0012] The clutch assembly can be a friction plate and a locking plate structure, or it can be a concave-convex fit structure between the opposing ends of the corresponding components.

[0013] Furthermore, the internal shift structure includes an annular inner top plate and an anti-rotation plate, which are coaxially stacked together. The anti-rotation plate is engaged with the inner circumferential surface of the clutch outer core. This internal shift structure can also be a shift fork, and correspondingly, the clutch assembly has the aforementioned concave-convex fit structure. By setting the inner top plate and the anti-rotation plate, axial stable pressing of the clutch assembly can be achieved, improving the engagement stability between friction plate clutch assemblies. In addition, the internal shift structure consisting of an inner top plate and an anti-rotation plate also allows for axially separated arrangement of the two clutch assemblies, facilitating the assembly of the electromagnetic clutch transmission mechanism.

[0014] Furthermore, the outer edge of the anti-rotation plate is integrally formed with several clamping heads that extend obliquely to the same side. These clamping heads abut against several grooves formed on the inner circumferential surface of the clutch outer core, and also against the outer edge of the inner top plate. Generally, the anti-rotation plate and the inner top plate are installed in the clutch outer core by axial pressing. The clamping heads ensure good positional stability of the anti-rotation plate within the clutch outer core during assembly, while also stabilizing the installation position of the inner top plate, facilitating axial action on the clutch assembly.

[0015] Furthermore, both the fast-gear clutch assembly and the slow-gear clutch assembly include several annular friction plates and retaining plates arranged coaxially side-by-side. The friction plates and retaining plates in both axially spaced out, with the outer edge of the retaining plate engaging with the inner circumferential surface of the clutch outer core via a spline structure. Similarly, the friction plates in the slow-gear clutch assembly engage with the slow-gear shaft via a spline structure, and the friction plates in the fast-gear clutch assembly engage with the fast-gear shaft via a spline structure. A slow-gear stop is axially fixed and protruding on the slow-gear shaft, with the slow-gear stop and inner derailleur structure positioned on opposite sides of the slow-gear clutch assembly. Likewise, a fast-gear stop is axially fixed and protruding on the fast-gear shaft, with the fast-gear stop and inner derailleur structure positioned on opposite sides of the fast-gear clutch assembly. These structural features facilitate convenient and quick switching between the two driving modes, improve the transmission engagement of the clutch assembly, and effectively meet practical operational needs.

[0016] Furthermore, the slow-gear is convex in shape and horizontally positioned, being inserted and fixed within the slow-gear shaft. The fast-gear shaft is inserted into both the slow-gear and the slow-gear shaft, with the fast-gear and fast-gear clutch assembly positioned on opposite sides of the slow-gear and slow-gear shaft. This effectively improves the overall structural compactness, resulting in a smaller size for the electromagnetic clutch transmission mechanism.

[0017] Furthermore, a connecting seat is fixedly connected to the end of the clutch outer core away from the slow gear, and a power input shaft is fixedly connected at the axial position of the connecting seat. The power input shaft and the motor shaft are axially slidably connected for transmission. The connecting seat facilitates the transmission connection between the power input shaft and the clutch outer core and provides stable radial support for the clutch outer core.

[0018] Furthermore, the fixed ring and the connecting seat overlap axially, and a support bearing is provided between the overlapping portion of the fixed ring and the connecting seat. The support bearing provides radial support for the fixed ring, and also ensures that the fixed ring does not need to rotate with the connecting seat.

[0019] Furthermore, a fixed cylinder is fixedly connected to the end of the motor facing the power input shaft. The armature is fixedly connected inside the fixed cylinder. The end of the fixed cylinder facing the motor is closed, and the other end of the fixed cylinder is open. The power input shaft passes intermittently through the closed end of the fixed cylinder. The fixed cylinder provides overall support for the electromagnetic clutch transmission mechanism, facilitating the connection and assembly between the corresponding structures.

[0020] Furthermore, the armature is annular, with its outer circumferential surface fixedly attached to the inner circumferential surface of the fixed cylinder; the fixed ring is an electromagnet core, and the two electromagnetic coils are annular with equal diameters, with the coils embedded separately within the electromagnet core. This structure is rationally designed and can generate a large magnetic attraction force, effectively meeting practical working needs.

[0021] Furthermore, needle roller bearings are installed between the closed end of the fixed cylinder and the power input shaft, and between the fast and slow gear shafts, respectively. An oil seal is installed between the power input shaft and the closed end of the fixed cylinder. Lubricating oil can be filled into the electromagnetic transmission mechanism to ensure smooth movement of the corresponding structures. In addition, the needle roller bearings also provide stable radial support between the corresponding structures, resulting in good internal structural balance.

[0022] Compared with existing technologies, this invention has the following advantages: The cylindrical clutch outer core enables clutch transmission between two clutch components, resulting in a compact overall structure, smaller size, and lighter weight, which helps maintain the vehicle's lightness and maneuverability, and reduces driving energy consumption. The axial movement of the clutch outer core is achieved through the magnetic attraction between the electromagnetic coil and the armature. During this axial movement, the inner deflector structure applies axial force to the corresponding clutch component, ensuring the clutch component is in a state that meets operating requirements. The overall design is reasonable and offers good operational stability.

[0023] Compared to conventional hydraulic transmissions, electromagnetic dual-clutch transmissions utilize the magnetic force generated by electromagnets or electromagnetic coils to control the engagement and disengagement of the clutch. The electromagnetic dual-clutch transmission directly drives the clutch via electromagnetic force, with only the electromagnetic coil and control system as the driving components. This results in a smaller weight and footprint, a simpler and more compact structure, and easier maintenance. Traditional hydraulic dual-clutch transmissions rely on a hydraulic system for clutch control and gear shifting. However, hydraulic systems inherently suffer from response delays and energy losses, with shift times exceeding 0.2-0.5 seconds. Due to the rapid response of electromagnetic force, the electromagnetic dual-clutch transmission directly drives the clutch without the need for other mechanical structures, achieving much faster gear shifts and clutch engagement and disengagement, with a shift response time as low as 0.1 seconds. The clutch in the electromagnetic dual-clutch transmission is directly driven by electromagnetic force, eliminating the need for complex mechanical transmission mechanisms and reducing energy loss during transmission. The rapid response of the electromagnetic dual-clutch transmission allows engagement and disengagement to be completed in a very short time, further reducing energy waste caused by prolonged shift times. Attached Figure Description

[0024] Figure 1 This is a structural diagram of the rear axle assembly of an electromagnetic dual-clutch transmission wheeled vehicle.

[0025] Figure 2 yes Figure 1 A longitudinal sectional view.

[0026] Figure 3 This is an enlarged sectional view of part of the electromagnetic clutch transmission mechanism.

[0027] Figure 4This is a partial structural assembly diagram of an electromagnetic clutch transmission mechanism.

[0028] Figure 5 It is an exploded view of the electromagnet core, the clutch outer core, and the clutch assembly.

[0029] Figure 6 This is an exploded view of the clutch outer core and clutch assembly.

[0030] In the diagram: 1. Rear axle; 2. Large gear; 3. Small gear; 4. Driven gear; 5. Drive gear; 6. Motor; 7. Fixed cylinder; 8. Deep groove ball bearing; 9. Slow gear; 10. Fast gear; 11. Differential; 12. Clutch outer core; 121. Groove; 13. Drive shaft; 14. Electromagnetic coil; 15. Armature; 16. Support bearing; 17. Power input shaft; 18. Oil seal; 19. Needle roller bearing; 20. Fast gear stop; 21. Connecting seat; 22. Fast gear clutch assembly; 23. Anti-rotation plate; 24. Inner top plate; 25. Slow gear clutch assembly; 26. Slow gear stop; 27. Fast gear shaft; 28. Slow gear shaft; 29. ​​Electromagnetic core; 30. Clamping plate; 31. Friction plate. Detailed Implementation

[0031] Referring to the accompanying drawings, this electromagnetic dual-clutch transmission wheel vehicle rear axle assembly is mounted on the rear axle 1 of the wheel vehicle, including a motor 6 and a differential 11. The differential 11 is equipped with a driven gear 4, which is connected to the drive shaft in the rear axle 1. Wheels are connected to both ends of the drive shaft.

[0032] A drive gear 5, a large gear 2, and a small gear 3 are arranged coaxially in parallel on the drive shaft 13. Deep groove ball bearings 8 are sleeved and fixed at both ends of the drive shaft 13, and are fixed inside the housing, thus axially fixing the drive shaft 13. The diameter of the large gear 2 is larger than the diameter of the small gear 3. The drive gear 5 meshes with the driven gear 4, transmitting power from the drive shaft 13 to the driven gear 4. The large gear 2 and the small gear 3 are connected to the motor 6 in a staggered manner via an electromagnetic clutch transmission mechanism, ensuring that power from the motor 6 is not simultaneously transmitted to both the large gear 2 and the small gear 3.

[0033] The electromagnetic clutch transmission mechanism includes an axially movable fixed ring, which is an electromagnet core 29. Two electromagnetic coils 14, each of equal diameter, are arranged side-by-side within the electromagnet core 29 and are coaxially and separately embedded in the electromagnet core 29. An armature 15 is fixedly mounted on the outer side of each opposite end of the electromagnetic coil 14 along its axial direction. When energized, the electromagnetic coil 14 generates a magnetic attraction force on the armature 15.

[0034] A cylindrical clutch outer core 12 is axially fixed to the electromagnet core 29, and the clutch outer core 12 is located radially inside the electromagnet core 29. The clutch outer core 12 is circumferentially fixed and axially slidingly connected to the motor shaft, and can rotate relative to the electromagnet core 29 under the drive of the motor shaft. A fast-gear clutch assembly 22 and a slow-gear clutch assembly 25 are arranged side-by-side inside the clutch outer core 12, and are circumferentially connected to both. An inner deflector structure is axially fixed inside the clutch outer core 12. When the clutch outer core 12 moves towards the corresponding armature 15, the inner deflector structure acts axially on the fast-gear clutch assembly 22 and the slow-gear clutch assembly 25 respectively, causing the corresponding clutch assemblies to engage in a manner that meets the transmission requirements.

[0035] A fast gear shaft 27 and a slow gear shaft 28 are axially fixed within the clutch outer core 12. The fast gear shaft 27 and slow gear shaft 28 are rotatably fitted together. Deep groove ball bearings 8 are sleeved and fixed to the outer circumference of both the fast gear shaft 27 and slow gear shaft 28, and these bearings are fixed within the outer casing, thus axially fixing the fast gear shaft 27 and slow gear shaft 28. A fast gear gear 10 is sleeved and fixedly connected to the fast gear shaft 27, and the fast gear clutch assembly 22 is circumferentially connected to the fast gear shaft 27 for clutch engagement. A slow gear gear 9 is provided on the slow gear shaft 28, and the slow gear clutch assembly 25 is circumferentially connected to the slow gear shaft 28 for clutch engagement. For ease of transmission connection, both the slow gear 9 and the fast gear 10 are located on the axial outside of the clutch outer core 12. The diameter of the slow gear 9 is smaller than the diameter of the fast gear 10. The slow gear 9 meshes with the large gear 2 on the outside of the clutch outer core 12, and the fast gear 10 meshes with the small gear 3 on the outside of the clutch outer core 12.

[0036] The electromagnet core 29 slides axially between the two armatures 15 under the electromagnetic force generated by the energization of the two electromagnetic coils 14 respectively, thereby achieving the staggered engagement and disengagement of the fast gear clutch assembly 22 and the slow gear clutch assembly 25. The two clutch assemblies will not engage at the same time. When one set of clutch assemblies is engaged, the other set of clutch assemblies is in a disengaged state.

[0037] The inner derailleur structure includes an annular inner top plate 24 and an anti-rotation plate 23. The anti-rotation plate 23 is made of stainless steel. The inner top plate 24 and the anti-rotation plate 23 are coaxially stacked together, and the anti-rotation plate 23 is engaged with the inner circumferential surface of the clutch outer core 12. Because the anti-rotation plate 23 is engaged with the inner circumferential surface of the clutch outer core 12, the inner derailleur structure is axially stable within the clutch outer core 12. Several locking heads are integrally formed at the outer edge of the anti-rotation plate 23, extending obliquely to the same side. Several grooves 121 are formed on the inner circumferential surface of the clutch outer core 12. The grooves 121 are arranged along the axial direction of the clutch outer core 12, and these grooves 121 are evenly distributed in the circumferential direction of the clutch outer core 12. The number of locking heads and grooves 121 are the same, and one locking head abuts against the bottom surface of one groove 121. When assembling the anti-rotation plate 23, the anti-rotation plate 23 is pressed away from the extension direction of the clamp head, causing the clamp head to deform to a certain extent. The deformed clamp head abuts against the outer edge of the inner top plate 24, thereby achieving axial fixation of the inner top plate 24 within the clutch outer core 12.

[0038] Both the fast-gear clutch assembly and the slow-gear clutch assembly include several annular friction plates 31 and retaining plates 30 arranged coaxially side by side. The axial end faces of the friction plates 31 form a grid-like pattern to increase friction. The retaining plates 30 are made of stainless steel. In both the fast-gear clutch assembly 22 and the slow-gear clutch assembly 25, the friction plates 31 and retaining plates 30 are spaced apart axially. The outer edge of the retaining plate 30 is splinedly engaged with the inner circumferential surface of the clutch outer core 12. In the slow-gear clutch assembly 25, the friction plates 31 are splinedly engaged with the slow-gear shaft 28. In the fast-gear clutch assembly 22, the friction plates 31 are splinedly engaged with the fast-gear shaft 27. The outer edge of the friction plates 31 does not contact the inner circumference of the clutch outer core 12, and the inner edge of the retaining plates 30 does not contact the slow-gear shaft 28 or the fast-gear shaft 27. A protruding protrusion is integrally formed on the inner edge of the friction plate 31. The number of protrusions corresponds to the spline grooves on the fast gear shaft 27 and the slow gear shaft 28. The protrusions on the friction plate 31 are respectively inserted into the spline grooves with a gap. A protruding protrusion is also integrally formed on the outer edge of the clamping plate 30. The number of protrusions corresponds to the number of grooves 121 on the inner circumferential surface of the clutch outer core 12. The protrusions on the clamping plate 30 are respectively inserted into the grooves 121 with a gap. In order to block the clutch assembly in the axial direction, a slow gear stop 26 is axially fixedly and protrudingly provided on the slow gear shaft 28. The slow gear stop 26 and the inner shift structure are arranged on opposite sides of the slow gear clutch assembly 25. A fast gear stop 20 is axially fixedly and protrudingly provided on the fast gear shaft 27. The fast gear stop 20 and the inner shift structure are arranged on opposite sides of the fast gear clutch assembly 22. Under the blocking action of slow gear stop 26 and fast gear stop 20, when the inner shift structure axially pushes the clutch assembly, the locking plate 30 and friction plate 31 in the clutch assembly axially abut against each other to generate static friction force, which is greater than the transmission requirements of the corresponding power.

[0039] The slow gear 9 is convex in shape and horizontally positioned, inserted and fixed within the slow gear shaft 28. The fast gear shaft 27 is inserted into the slow gear 9 and the slow gear shaft 28. The fast gear 10 and the fast gear clutch assembly 22 are located on opposite sides of the slow gear 9 and the slow gear shaft 28. As shown in the figure, the slow gear clutch assembly 25 is located to the left of the anti-rotation plate 23, and the fast gear clutch assembly 22 is located to the right of the anti-rotation plate 23. The slow gear clutch assembly 25 has four sets of retaining plates 30 and friction plates 31 to meet the requirements of slow-speed, high-torque transmission; the fast gear clutch assembly 22 has two sets of retaining plates 30 and friction plates 31 to meet the requirements of fast-speed, low-torque transmission.

[0040] A connecting seat 21, which is a block-shaped body, is inserted and fixedly connected to the end of the clutch outer core 12 opposite to the slow gear 9. A power input shaft 17 is fixedly connected at the axial position of the connecting seat 21. Both the power input shaft 17 and the motor 6 are horizontally arranged. The power input shaft 17 and the motor shaft are coaxially arranged, and a spline structure is provided between the near ends of the power input shaft 17 and the motor shaft for axial sliding relative to the motor shaft. The electromagnet core 29 and the connecting seat 21 overlap axially, and a support bearing 16 is provided between the overlapping parts of the electromagnet core 29 and the connecting seat 21. The support bearing 16 is axially fixed relative to the electromagnet core 29 and the connecting seat 21.

[0041] A fixed cylinder 7 is fixedly connected to the end of the motor 6 facing the power input shaft 17. The end of the fixed cylinder 7 facing the motor 6 is closed, and the other end of the fixed cylinder 7 is open. The closed end of the fixed cylinder 7 is fixed to the end of the motor 6 by bolts. The armature 15 is annular, and the outer circumferential surface of the armature 15 is fitted and fixed to the inner circumferential surface of the fixed cylinder 7. The power input shaft 17 passes through the closed end of the fixed cylinder 7 intermittently. Needle roller bearings 19 are respectively provided between the closed end of the fixed cylinder 7 and the power input shaft 17, and between the fast gear shaft 27 and the slow gear shaft 28. An oil seal 18 is provided between the power input shaft 17 and the closed end of the fixed cylinder 7.

Claims

1. An electromagnetic double clutch transmission wheel type vehicle rear axle assembly, comprising an electric motor and a differential, the differential being provided with a driven gear, an axially fixed transmission shaft being provided with a driving gear, a large gear and a small gear in parallel and coaxially, the diameter of the large gear being larger than that of the small gear, the driving gear being engaged with the driven gear, the large gear and the small gear being connected with the electric motor through an electromagnetic clutch type transmission mechanism in staggered transmission, characterized in that, The electromagnetic clutch type transmission mechanism comprises an axially movable fixed ring, two electromagnetic coils arranged side by side on the fixed ring, and one armature fixedly arranged outside each of the opposite ends of the fixed ring in the axial direction. The cylindrical clutch outer core is axially fixed with the fixed ring, and is axially slidably connected with the motor shaft in the circumferential direction. Under the driving of the motor shaft, the clutch outer core can rotate relative to the fixed ring. The fast gear clutch assembly and the slow gear clutch assembly are arranged side by side in the clutch outer core. The clutch outer core is circumferentially connected with the fast gear clutch assembly and the slow gear clutch assembly. The inner shifting structure is axially fixed in the clutch outer core. Under the driving of the clutch outer core, the inner shifting structure is used for axially acting on the fast gear clutch assembly and the slow gear clutch assembly. The fast gear shaft and the slow gear shaft are axially fixed in the clutch outer core and are relatively circumferentially rotatable. The fast gear shaft is provided with a fast gear. The fast gear clutch assembly is circumferentially connected with the fast gear shaft. The slow gear shaft is provided with a slow gear. The slow gear clutch assembly is circumferentially connected with the slow gear shaft. The slow gear and the fast gear are both arranged outside the clutch outer core in the axial direction. The diameter of the slow gear is smaller than that of the fast gear. The slow gear is engaged with the large gear. The fast gear is engaged with the small gear. Under the action of the electromagnetic force generated by the two electromagnetic coils, the fixed ring axially slides between the two armatures, so as to realize the dislocation of the fast gear clutch assembly and the slow gear clutch assembly.

2. The electromagnetic dual clutch transaxle rear axle assembly of claim 1, wherein, The inner shifting structure comprises an annular inner top plate and a rotation-stopping plate. The inner top plate and the rotation-stopping plate are coaxially stacked together. The rotation-stopping plate is clamped on the inner circumferential surface of the clutch outer core.

3. The electromagnetic dual clutch transaxle rear axle assembly of claim 2, wherein, The outer edge of the rotation-stopping plate is integrally formed with a plurality of clamping heads extending obliquely to the same side. The clamping heads are correspondingly clamped in a plurality of grooves formed on the inner circumferential surface of the clutch outer core. The clamping heads are clamped on the outer edge of the inner top plate.

4. The electromagnetic dual clutch transaxle rear axle assembly of claim 3, wherein, The fast gear clutch assembly and the slow gear clutch assembly each comprise a plurality of annular friction plates and clamping plates arranged coaxially and side by side. The friction plates and the clamping plates in the fast gear clutch assembly and the slow gear clutch assembly are respectively arranged at intervals in the axial direction. The outer edge of the clamping plate is in spline structure with the inner circumferential surface of the clutch outer core. The friction plates in the slow gear clutch assembly are in spline structure with the slow gear shaft. The friction plates in the fast gear clutch assembly are in spline structure with the fast gear shaft. The slow gear stopper is axially and protrudingly arranged on the slow gear shaft. The slow gear stopper and the inner shifting structure are arranged on opposite sides of the slow gear clutch assembly. The fast gear stopper is axially and protrudingly arranged on the fast gear shaft. The fast gear stopper and the inner shifting structure are arranged on opposite sides of the fast gear clutch assembly.

5. The electromagnetic dual clutch transaxle rear axle assembly of claim 4, wherein, The slow gear is in the shape of "U". The slow gear is horizontally arranged and is inserted and fixed in the slow gear shaft. The fast gear shaft is inserted in the slow gear and the slow gear shaft. The fast gear and the fast gear clutch assembly are arranged on opposite sides of the slow gear and the slow gear shaft.

6. The electromagnetic dual clutch transaxle rear wheel drive vehicle axle assembly of claim 1, wherein, The coupling seat is fixedly connected to one end of the clutch outer core away from the slow gear. The power input shaft is fixedly connected to the axis of the coupling seat. The power input shaft and the motor shaft are axially and slidably connected.

7. The electromagnetic dual clutch transaxle rear axle assembly of claim 6, wherein, The fixed ring and the coupling seat are axially overlapped, and a supporting bearing is arranged between the overlapped parts of the fixed ring and the coupling seat.

8. The electromagnetic dual clutch transaxle rear axle assembly of claim 6, wherein, A fixed cylinder is fixed on the end of the motor towards the power input shaft, the armature is fixed in the fixed cylinder, the end of the fixed cylinder towards the motor is closed, and the other end of the fixed cylinder is open, the power input shaft passes through the closed end of the fixed cylinder in clearance.

9. The electromagnetic dual clutch transaxle rear axle assembly of claim 8, wherein, The armature is circular ring, the outer circumferential surface of the armature is fixed on the inner circumferential surface of the fixed cylinder, the fixed ring is an electromagnetic core, and the two electromagnetic coils are equal-diameter circular rings, which are separately embedded in the electromagnetic core.

10. The electromagnetic dual clutch transaxle rear axle assembly of claim 8, wherein, Roller bearings are arranged between the closed end of the fixed cylinder and the power input shaft, and between the fast shift shaft and the slow shift shaft, and an oil seal is arranged between the power input shaft and the closed end of the fixed cylinder.

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